Fuel pump

ABSTRACT

A piston pump for pumping fuel in which a risk of fuel getting into the area of a shaft seal is limited. The fuel pump includes a separation chamber which is provided between a shaft seal and a fuel chamber that contains fuel. Located in the separation chamber is for instance air as a separator means, and the separation chamber communicates with an air inlet of the engine. This assures that fuel cannot get into the area of the shaft seal or escape to the outside. The fuel pump is suitable in particular for internal combustion engines in which the fuel must be delivered at high pressure.

PRIOR ART

The invention is based on a fuel pump for pumping fuel for an internal combustion engine.

In internal combustion engines, the fuel supplied to the engine increasingly has to be delivered to the engine at relatively high pressure. As a result, the drive mechanism used to drive the pump element is subjected to major mechanical forces. Especially in displacement pumps and particularly piston pumps and especially radial piston pumps, the load on the bearing that supports the drive mechanism is relatively great. In piston pumps, the drive mechanism is typically a rotationally supported shaft, and the bearing are severely loaded in the radial direction. Since the fuel has no lubricating property or only an extremely poor lubricating property but conversely can severely damage the bearing, the fuel must be prevented from getting into the region of the bearing. This is especially true when the fuel is gasoline.

The bearing is typically provided with a special lubricant. To prevent the lubricant from escaping from the bearing, a bearing seal is provided. The bearing seal must be adapted to the lubricant. If the fuel gets into the region of the bearing seal, then the fuel can deleteriously affect the properties of the bearing seal, especially when the fuel is gasoline.

In a known fuel pump (German Offenlegungsschrift DE 44 19 927 A1), the drive mechanism is a shaft rotationally supported via two ball bearings. In this fuel pump, external lubrication is provided. In the known fuel pump, lubricant is pressed between the two ball bearings via a lubricant delivery opening. This requires a separation lubricant source for supplying the lubricant. This increases the expense considerably. Moreover, the bearing seal used to seal off the ball bearing comes into contact with the fuel on one side, which shortens the service life of the bearing seal. Since the bearing seal cannot seal absolutely, at least very minimal quantities of fuel can always get into the region of the ball bearings, which impairs their durability.

Fuel must also be prevented from escaping to the outside from the housing between the drive mechanism and the housing. In the known fuel pumps, despite complicated and expensive sealing provisions, this problem has not been solved to satisfaction.

ADVANTAGES OF THE INVENTION

The fuel pump according to the invention for pumping fuel for an internal combustion engine has the advantage over the prior art that the fuel is excellently well separated from the bearing that supports the drive mechanism, which has a favorable effect on the durability of the bearing. An escape of the fuel from the fuel pump housing is advantageously reliably prevented even without complicated sealing provisions.

If the separator means is air, the result is advantageously a structurally simple feasibility of the fuel pump, and the communication of the separation chamber with the air supplied at least indirectly by the engine is especially simple.

For engine operation, air is needed, which is supplied by the engine, so that advantageously without major effort, at least a small portion of this air can be passed through the separation chamber.

If the separation chamber is made to communicate with the air inlet of the engine, this has the advantage that any fuel that might reach the separation chamber can be diverted without difficulty into the engine and combusted harmlessly.

In the air inlet, at least a slight negative pressure prevails at least intermittently, which promotes the aspiration of the fuel or fuel vapor out of the separation chamber.

If the separation chamber is additionally provided with an entrance through which air can get into the separation chamber, then thorough scavenging of the separation chamber with air is advantageously obtained.

Through the throttle restriction between the separation chamber and the air inlet of the engine, the pressure in the separation chamber and the quantity of air flowing through it can advantageously be varied.

The pressure in the separation chamber and the scavenging of the separation chamber with air can advantageously be varied by means of the throttle provided upstream of the entrance to the separation chamber.

Oil is advantageously especially well suited as a separator means. In internal combustion engines, a recirculating engine lubrication system is typically provided for supplying oil to various bearing points. With this recirculating engine lubrication system, advantageously, it is especially simple to pass oil through the separation chamber.

By means of the throttle between the separation chamber and the recirculating engine lubrication system, the pressure in the separation chamber, or the quantity of oil that is supplied through the separation chamber, can advantageously be varied without major effort.

BRIEF DESCRIPTION OF THE DRAWINGS

Selected, especially advantageous exemplary embodiments of the invention are shown in simplified form in the drawing and described in further detail below. Shown are

FIG. 1, a longitudinal cross section through a fuel pump selected as an example; and

FIGS. 2-4, in symbolic form, various preferably selected exemplary embodiments for connecting the separation chamber.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

The fuel pump is used to supply fuel required by an internal combustion engine. The fuel pump embodied according to the invention operates by the displacement principle, for instance. A fuel pump operating by the displacement principle typically has one or more pump elements. The pump element by way of example has a reciprocating piston or rotating displacement chambers that increase and decrease in size during the rotation. Depending on the disposition of the pump element or elements, a distinction can be made between an axial piston pump, oblique disk pump, swash pump, oblique shaft pump, radial piston pump, vane cell pump, etc., for instance. The pump element or elements are driven by a drive mechanism. By way of example, the drive mechanism is a reciprocating rod or a rotationally supported shaft. The fuel pump has a low-pressure side and a high-pressure side. The at least one pump element pumps fuel from the low-pressure side to the high-pressure side.

The fuel pump embodied according to the invention is especially well-suited to internal combustion engines of the kind in which the fuel must be pumped at high pressure.

The fuel by way of example is Diesel oil or gasoline. If the fuel is gasoline, then the particular advantages of the fuel pump embodied according to the invention make themselves felt especially advantageously, because gasoline, were it to get into the area of the bearings, can deleteriously affect the materials of the bearing and of the seal for sealing off the bearing.

For the preferred exemplary embodiment described below, for the sake of simplicity, a fuel pump that operates on the principle of a radial piston pump, has a unilaterally rotationally supported shaft as its drive mechanism, and for pumping the fuel three pump elements have been selected. The preferably selected fuel pump has a so-called floating bearing of the drive mechanism. It should be pointed out that in a modification of the exemplary embodiment shown, the drive mechanism embodied in the form of a rotationally supported shaft may also be supported on both sides of the three pump elements.

FIG. 1 by way of example shows a sectional plane of a longitudinal section through a preferably selected fuel pump 2 embodied according to the invention. The fuel pump 2 selected as an example has three pump elements; in the sectional plane shown, one of the three pump elements is visible, and the other two pump elements are located below and above the sectional plane shown, respectively.

The fuel pump 2 substantially includes a housing 4, a low-pressure connection 6, a high-pressure connection 8, a pump element 10, a drive mechanism 12, a bearing 14, a fuel chamber 16, a seal 18, and a separation chamber 20.

The drive mechanism 12 substantially includes a shaft 12a, a pulley 12b, a rotational coupler 12c, a securing means 12d, an eccentric shaft segment 12e, a sliding disk 12g, and a reciprocating piece 12h.

The shaft 12a of the drive mechanism 12 is rotatably supported in the housing 4 with the aid of the bearing 14. On a part of the shaft 12a protruding out of the housing 4, the pulley 12b is connected in a manner fixed against relative rotation with the aid of the rotational coupler 12c. By way of example, the rotational coupler 12cincludes a spine, which engages one groove each provided in a shaft 12a and in the pulley 12b. The securing means 12d by way of example is a nut that holds the pulley 12b on the shaft 12a. The pulley 12b is connected with regard to driving with an internal combustion engine 24 (FIG. 2) via a belt 22. The engine 24, via the belt 22, rotates the shaft 12a of the drive mechanism 12 in the housing 4.

In the preferably selected exemplary embodiment, the bearing 14 substantially includes a first roller bearing 14a, a second roller bearing 14b, a first bearing seal 14c, a second bearing seal 14d, a bearing chamber 14e, and a bearing shell 14f. In a modification of the exemplary embodiment shown, instead of the roller bearings 14a, 14b the bearing 14 may include a slide bearing, for instance.

The roller bearings 14a, 14b serve the purpose of radial support of the shaft 12a and by way of example include balls, supported on one side on the shaft 12a and on the other on the bearing shell 14f. To improve the bearing 14, encompassing grooves are provided in the shaft 12a, and the balls of the roller bearings 14a, 14b are guided in these grooves. Via these encompassing grooves, an axial bearing of the shaft 12a is additionally possible. The bearing shell 14f is additionally pressed firmly on its outer circumference into the housing 4.

As the exemplary embodiment shows, the bearing chamber 14e is a hollow space between the shaft 12a, the bearing shell 14f, and the bearing seals 14c, 14d. The first bearing seal 14c assures sealing off of the bearing chamber 14e from the separation chamber 20. The second bearing seal 14d seals off the bearing chamber 14e from the outside. Grease for lubricating the roller bearings 14a, 14b is located in the bearing chamber 14e, and as a result, the durability of the bearing 14 can be improved substantially, despite relatively major transverse forces that must be transmitted between the shaft 12a and the housing 4 via the bearing 14.

The eccentric shaft segment 12e is provided on the shaft 12a, eccentrically to the pivot axis of the shaft 12a. Disposed on the eccentric shaft segment 12e is the sliding disk 12g, on which the reciprocating piece 12h is supported. A rotary motion of the shaft 12a leads to a reciprocating motion of the reciprocating piece 12h transversely to the pivot axis of the shaft 12a. The reciprocating motion of the reciprocating piece 12h is transmitted to the pump element 10.

The preferably selected pump element 10 shown as an example includes essentially a piston 10a, a piston guide 10b, a slide block 10c, a pressure chamber 10d, a retaining cartridge 10e, a spring 10f, a low-pressure valve 10g, and a high-pressure valve 10h.

The retaining cartridge 10e is retained in the housing 4 via a crimp 10i. A further crimp 10k holds the piston guide 10b firmly in the retaining cartridge 10e. The piston 10a is supported displaceably in the piston guide 10b. The piston 10a has a face end toward the reciprocating piece 12h. On the face end of the piston 10a toward the reciprocating piece 12h, the sliding block 10c is secured. The spring 10f is fastened between the retaining cartridge 10e and the sliding block 10c. The spring 10f presses the sliding block 10c against the reciprocating piece 12h. During an outward motion of the piston 10a, the spring 10f keeps the sliding block 10c in contact with the reciprocating piece 12h.

The low pressure connection 6 communicates with the fuel chamber 16 via a conduit extending in the housing 4. There is a longitudinal bore 10m in the piston 10a. The bore 10m communicates with the fuel chamber 16 via a transverse bore extending crosswise through the piston 10a. The pressure chamber 10d is located inside the retaining cartridge 10e. From the fuel chamber 16, the fuel passes through the bore 10m, through the low pressure valve 10g, into the pressure chamber 10d. The low pressure valve 10g is a check valve, which allows a flow of fuel out of the fuel chamber 16 into the pressure chamber 10d but prevents a flow of the fuel in the opposite direction. From the pressure chamber 10d, the fuel passes through the high pressure valve 10h, through conduits 10n extending at an angle and provided in the housing 4, to the high pressure connection 8. The high pressure valve 10h allows a flow of fuel out of the pressure chamber 10d in the direction of the high pressure connection 8, but a flow in the opposite direction is prevented by the high pressure valve 10h.

In accordance with the reciprocating motions of the reciprocating piece 12h, the piston 10a executes inward strokes and outward strokes. In an outward stroke, fuel passes out of the fuel chamber 16 through the low pressure valve 10g to reach the pressure chamber 10d. In an inward stroke of the piston 10a, the fuel is positively displaced out of the pressure chamber 10d, and passes under pressure through the high pressure valve 10h and the conduits 10n to reach the high pressure connection 8.

The fuel comes from a fuel tank 26 (FIG. 2) through the low pressure connection 6 to reach the fuel chamber 16 (FIG. 1). Between the fuel tank 26 and the fuel pump 2, a prefeed pump, not shown, may be provided. If there is no prefeed pump, then a pressure that is approximately equivalent to atmospheric pressure prevails in the fuel chamber 16. With the prefeed pump, the pressure in the fuel chamber 16 is higher than atmospheric pressure.

The seal 18 provides sealing between the separation chamber 20 and the fuel chamber 16. A ring 18a is press-fitted into the housing 4 and firmly holds the seal 18 in the housing 4. The seal 18 in the exemplary embodiment shown is an encompassing lip seal. The seal 18 may also for example be a slot ring, an O ring, a square ring, or other slide ring seal. The seal 18 is preferably embodied such that upon rotation of the shaft 12a, the least possible friction ensues between the seal 18 and the shaft 12a. The seal 18 is intended to prevent fuel from the fuel chamber 16 from reaching the separation chamber 20. In the opposite direction the seal 18 need not provide sealing. For this reason and because of the only slight friction desired, the lip seal shown in the drawing is especially expedient because any slight leakage of fuel from the fuel chamber 16 into the separation chamber 20 impedes the functioning of neither the fuel pump 2 nor the engine 24, only a very slight contact pressure of the seal 18 against the shaft 12a suffices. Because of the reduction of friction and because of the heat dissipation, the slight leakage of fuel from the fuel chamber 16 into the separation chamber 20 is in fact favorable for the durability of the seal 18. In a modification of the exemplary embodiment shown, the seal may for instance be firmly joined to the shaft of the drive mechanism and can slide along a bore wall in the housing.

In the preferably selected exemplary embodiment shown in FIG. 1, the separation chamber 20 can be connected via a first connection 20a and via a second connection 20b. The connections 20a, 20b lead out of the region of the separation chamber 20 to the outside through the housing 4.

In the drawing, the separation chamber 20 is shown as relatively large, for the sake of clarity, in the axial and radial directions. It will be noted that in the axial direction (the direction of the pivot axis of the shaft 12a) and in the radiation direction (perpendicular to the pivot axis of the shaft 12a), the separation chamber 20 may be made fairly small, so that the structural size of the fuel pump 2 is increased hardly at all or only insignificantly by the separation chamber 20.

FIG. 2 shows a highly simplified, schematic, symbolic side view of the fuel pump 2. In this side view, the separation chamber 20 is not visible and is therefore represented symbolically by dashed lines in FIG. 2.

In all the drawing figures, identical parts or parts with an identical function are identified by the same reference numerals. Unless otherwise mentioned or shown in the drawing, what is said and shown for one of the drawings figures applies to the other exemplary embodiments as well. Unless otherwise stated in the description, the details of the various exemplary embodiments can be combined with one another.

As FIG. 2 shows, a low pressure line 6a leads from the fuel tank 26 to the low pressure connection 6 of the fuel pump 2. From the high pressure connection 8, a high pressure line 8a leads to a fuel metering device 28. By way of example, the fuel metering device 28 includes a fuel collecting tube and a fuel injection valve or a plurality of fuel injection valves. Via the fuel injection valves of the fuel metering device 28, the fuel is metered to combustion chambers, not visibly shown in the drawing, of the engine 24.

The engine 24 selected as an exemplary for the exemplary embodiment has an air inlet 30. The air inlet 30 for instance includes an air inlet point 30a, an air filter 30b, an intake tube 30c, and a throttle 30d.

FIG. 2 also shows a cover 20c, an opening 20d, a line 20e, a filter screen 20f, a throttle restriction 20g, a line 20h, and a throttle restriction 20i. The line 20e leads from the opening 20d into the separation chamber 20, through the filter screen 20f, the throttle restriction 20g, and the connection 20b. The line 20h leads out of the separation chamber 20 to the air inlet 30 through the connection 20a and the throttle restriction 20i. The line 20h is connected to the interior of the intake tube 30c between the air filter 30b and the throttle 30d.

The cover 20c is provided so that splashing water and dirt will not get into the separation chamber 20. Depending on the vulnerability of the engine 24 and on the quality of the ambient air, the filter screen 20f and/or the cover 20c may optionally be omitted. With the throttle restriction 20g, the quantity of air flowing out of the environment into the separation chamber 20 can be varied. For the sake of greater clarity, in FIG. 2 the cover 20c, filter 20f and throttle restriction 20g are shown as separate components provided along the course of the line 20e. It will be noted that the throttle restriction 20g may also be made by suitable dimensioning of the bore forming the connection 20b or of the line 20e, and the filter 20f can be integrated directly into the connection 20c, as can the cover 20b. As a result, considerable installation space and expense can be saved.

Via the throttle restriction 20i provided in the line 20h, the quantity of air flowing through the separation chamber 20 can be varied. The throttle restriction 20i can for instance be integrated into the connection 20a by suitable dimensioning of the bore forming the connection 20a, or the throttle restriction 20i can be obtained in a desired way by making the inside cross section of the line 20h suitably small.

Depending on the position of the throttle 30d and on the rpm of the engine 24, more or less air flows through the air filter 30b and the intake tube 30c into the engine 24. Depending on the quantity of the air flowing through the air filter 30b, a pressure drop occurs in the air filter 30b and hence a negative pressure in the intake tube 30c downstream of the air filter 30b. Because of this negative pressure, air flows through the opening 20d, the line 20e, the throttle restriction 20g, the separation chamber 20, the line 20h, and the throttle restriction 20i into the intake tube 30c of the air inlet 30. By way of the dimensioning of the throttle restrictions 20g and 20i, the quantity of the air flowing through the separation chamber 20 and the pressure in the separation chamber 20 can both be varied. If the throttle restriction 20g provided upstream of the separation chamber 20 is made relatively small, that is, if the throttle restriction 20g has a relatively small inside diameter, and if in comparison to it the throttle restriction 20i provided downstream of the separation chamber 20 is made relatively large, then a relatively low pressure (that is, a relatively pronounced negative pressure) prevails in the separation chamber 20, and this pressure may optionally be nearly as low as the negative pressure in the intake tube 30c. As a result it can be achieved that the fuel leaking out of the fuel chamber 16 (FIG. 1) into the separation chamber 20 evaporates as fast as possible in the separation chamber 20 and is aspirated into the engine 24 via the air inlet 30. Via the line 20e, replenishing fresh air from outside can then flow constantly into the separation chamber 20. By making the throttle restriction 20g suitably larger, it can be attained that the pressure in the separation chamber 20 is reduced less markedly. Tight dimensioning of the throttle restriction 20i also has the result that the pressure in the separation chamber 20 drops only slightly, and that only little air flows through the separation chamber 20 into the air inlet 30.

In the preferably selected exemplary embodiment, the line 20h extends between the air filter 30b and the throttle 30d into the intake tube 30c. The exemplary embodiments shown may also be modified such that the line 20h between the throttle 30d and the combustion chambers of the engine 24 discharges into the intake tube 30c. However, in that case the pressure in the separation chamber 20 is rather markedly dependent on the position of the throttle 30d, and even if the throttle 30d is fully closed, air still enters the air inlet 30, which is not desirable for all engines.

FIG. 3 shows a likewise schematic view of a further exemplary embodiment.

In the exemplary embodiment shown in FIG. 3, the cover 20c, the opening 20d, the line 20e, the filter screen 20f, the throttle restriction 20g, and the second connection 20b discharging into the separation chamber 20, all shown in FIG. 2, are omitted. In the exemplary embodiment shown in FIG. 3, the separation chamber 20 is connected to the air inlet 30 only via the connection 20a, the line 20h, and the more or less markedly throttling throttle restriction 20i. Small inside diameters suffice for the connection 20a and the line 20h. This automatically creates the throttle restriction 20i. In principle, the throttle restriction 20i may be omitted.

By connecting the separation chamber 20 to the air inlet 30, a pressure reduction is brought about in the separation chamber 20, and as a result the fuel leaking out of the fuel chamber 16 into the separation chamber 20 via the seal 18 is aspirated away into the air inlet 30.

The exemplary embodiment shown in FIG. 3 has the advantage that no impeding air can reach the air inlet 30 via the separation chamber 20. Therefore the line 20h can also discharge into the intake tube 30c between the dk 30d and the combustion chambers of the engine 24, without thereby delivering undesired air to the engine 24 when the dk 30d is closed.

Connecting the separation chamber 20 to the air inlet 30 brings about the advantage that the fuel that might leak out of the fuel chamber 16 into the separation chamber 20 cannot escape into the environment but rather reaches the engine 24, where it can be combusted properly.

FIG. 4 schematically shows a further, preferably selected, especially advantageous exemplary embodiment.

The engine 24 has moving parts. For lubricating these parts, the engine 24 has a recirculating engine lubrication system 32 and an oil pump 32a. In principle, all possible engines have a recirculating engine lubrication system. In principle, an oil pump is part of the recirculating engine lubrication system.

The separation chamber 20 is connected to the recirculating engine lubrication system 32. To that end, a first oil connection 20k and a second oil connection 20m are provided on the engine 24. The first oil connection 20k communicates with the connection 20b via an oil line 20n. An oil line 20p connects the connection 20a with the second oil connection 20m. There is a throttle restriction 20r in the course of the oil line 20n.

The oil pump 32a of the recirculating engine lubrication system 32, provided in the engine 24 but not visible in the view shown and therefore symbolically indicated by dashed lines, pumps the oil through the engine 24 to the lubricating points provided in the engine 24. In the process, the oil also reaches the oil connection 20k. From the oil connection 20k, the oil flows through the oil line 20n, the throttle restriction 20r, the connection 20b, the separation chamber 20, the connection 20a, and the oil line 20p back into the engine 24 to the recirculating engine lubrication system 32. If the pressure of the oil at the oil connection 20k is relatively high, then the throttle restriction 20r must be made relatively small, so that the pressure of the oil in the separation chamber 20 will not be too high. If the oil connection 20k is located at a place in the recirculating engine lubrication system 32 where the oil of the recirculating engine lubrication system 32 does not have an excessively high pressure, then the throttle restriction 20r can be dispensed with. By way of example, the throttle restriction 20r may also be achieved by making the inside diameter of the oil lines 20n and 20p correspondingly small or by making the connections 20a, 20b correspondingly small. The separation chamber 20 may be connected to the main flow or via a bypass to the recirculating engine lubrication system 32.

By means of the oil pumped through the separation chamber 20 by the oil pump 32a of the recirculating engine lubrication system 32, the fuel that might be leaking into the separation chamber 20 from the fuel chamber 16 is entrained by oil of the recirculating engine lubrication system 32, so that no fuel can collect in the separation chamber 20. The quantity of the fuel leaking into the separation chamber 20 is so slight that no negative effects thereof on the properties of the oil in the recirculating engine lubrication system 32 need be feared.

Because of the separation chamber 20 (FIG. 1) between the fuel chamber 16 and the bearing 14, fuel is reliably prevented from being able to reach the region of the bearing 14. If the bearing seal 14c were acted upon directly by fuel, for instance, then the bearing seal 14c on its own could not always reliably prevent fuel from reaching the region of the bearing 14. As a result, the bearing 14 or parts of the bearing 14 could be damaged, and the durability of the bearing 14 could be shortened thereby. In particular, without the separation chamber 20, the bearing seal 14c could also be damaged by the fuel. All of this is prevented by the separation chamber 20 and by the separator means provided in the separation chamber 20. By means of the separator means, which is preferably air (FIGS. 2, 3) or oil (FIG. 4), the fuel possibly leaking out of the fuel chamber 16 into the separation chamber 20, or the fuel vapor, is taken out of the separation chamber 20 and diverted harmlessly to the engine 24 via the air inlet 30 (FIGS. 2, 3) or the oil line 20p. Because the fuel leaking out of the fuel chamber 16 is harmlessly diverted via the separation chamber 20, the production cost of the seal 18 and of the bearing seals 14c and 14d is reduced. The seal 18 and the bearing seals 14c and 14d can advantageously be optimized for economical manufacture and for only slight friction between the shaft 12a and the housing 4. Without the separation chamber 20, there would be the risk that fuel could pass via the bearing seal 14c into the region of the bearing 14 and via the bearing seal 14d to the outside between the shaft 12a and the housing 4. This as well as reliably prevented in a simple way by the separation chamber 20.

In the exemplary embodiment shown (FIG. 1), the shaft 12a is unilaterally supported. It is proposed, in the case of bilateral support of the shaft, in other words if the shaft 12a is supported by one bearing each on both sides of the fuel chamber 16, that one separation chamber each be provided between the fuel chamber 16 and each of the two bearings. Air or oil as a separator means is preferably located in both separation chambers. The two separation chambers can communicate with one another inside or outside the housing of the fuel pump 2.

The foregoing relates to preferred exemplary embodiments of the invention, it being understood that other variants and embodiments thereof are possible within the spirit and scope of the invention, the latter being defined by the appended claims. 

We claim:
 1. A fuel pump for pumping fuel for an internal combustion engine, comprising a housing, at least one fuel chamber in the housing, at least one fuel-supplying pump element that communicates with the fuel chamber, at least one drive mechanism (12) supported in the housing via at least one bearing (14), said at least one drive mechanism serving to drive the pump at least one element, at least one separation chamber (20) is provided between the fuel chamber (16) and the bearing (14), and air is present in the separation chamber (20) which is supplied at least indirectly by the engine (24).
 2. A fuel pump in accordance with claim 1, in which the drive mechanism (12) includes a rotationally supported shaft (12a).
 3. A fuel pump in accordance with claim 1, in which the separation chamber (20) communicates with an air inlet (30) of the engine (24).
 4. A fuel pump in accordance with claim 1, in which at least one throttle restriction (20i) is disposed between the separation chamber (20) and the air inlet (30).
 5. A fuel pump in accordance with claim 1, in which the separation chamber (20) has a first connection (20a) that communicates with the air inlet (30) of the engine (24) and a second connection (20b).
 6. A fuel pump in accordance with claim 5, in which at least one throttle restriction (20g) is provided upstream of the separation chamber (20).
 7. A fuel pump in accordance with claim 1, in which at least one seal (18) is provided between the fuel chamber (16) and the separation chamber (20).
 8. A fuel pump in accordance with claim 1, in which at least one seal (18) is provided between the fuel chamber (16) and the separation chamber (20).
 9. A fuel pump in accordance with claim 5, in which at least one seal (18) is provided between the fuel chamber (16) and the separation chamber (20).
 10. A fuel pump in accordance with claim 1, in which at least one bearing seal (14c) is provided between the at least one bearing (14) in the separation chamber (20). 